Fluid-pressure brake.



V w. v. TURNER. FLUID PRESSURE BRAKE. APPLICATION FILED OCT. 5, 1904v 1,063,751 Patented June 3,1913.

5 SHEETS-SHEET 1.

QVM

W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED 001". 5, 1904.

Patented June 3, 1913 5 SHEETS-SHEET 2,

Att'y.

W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLIOATION FILED OUT. 5, 1904.

Patented June 3, 1913 5 SHEETS-SHEET 3.

WITNESSES M W W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED OCT. 5, 1904.

1 .063,751 Patented June 3, 1913.

WITNESSES INVINTOR W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLIOATION FILED OCT. 5, 1904 1,063,751. Patented June 3, 1913,

-5 SHEETS-SHEET 5 '1 I IIAIIIIII/l/l.

IIVINTOR UNITED STATES WALTER V. TUB-MAR,

OF \UILKINSBURG, PENNSYLVANIA, ASSIG'NOR TO ATENT msnmm THE NEST TION OF PENNSYLVANIA.

FLUIDJRESSURE BRAKE.

Specification of Letters Patent.

'lfnhmivd J um" 3 H EL Application filed October 5, 1904. Serial No, 227222 T 14/ uz'mm if m (13 mm'wm 150 it known that I, \VALTH: V, Truman.

Prvssm'v Hlzxkm, of which ilw fullmving is F Kwnniing in this fmaluiq nf the billed into one pnsitiuin in n'hirii iinl'NIY'lS i I i i I! i I standard cngineerls brake valve may b0 wnr flu-nigh the brain valve in the train vitizvn 0f the Tnliul Stairs, residing 111' iipv are fully open.

Anuilml' ubivvt i in prm'i io 2m iinpimwi vombim-C uufnnmtiv and sti'nigii, :iiz bi'uke equipment. in which flu,- i-n gim' iii-kw may be (nwi'nteii with air (iiH'Wfi from (1w main I'OEKI'VUi! in limb the mitmmiiii' Mn] Sii'iliilfiit :iii' (4 Moms My invention i;-: fliSU in flu; :mumnf an impmvvmvnl mi 1310 mnsirmaiun iiiwmm-ii in a huwnt' in 1PT. lien Nu WMLMJ of S 3" wmhm 15 WON. in xhinia, in tin: gn'wmii' US$0.21 rvguimfling LiIEHIIi' I' (HIPEUYWL uni Minn: in pr'ossiero in mid vimmlm" fining} the nut matic train brakes and the locomotive brakes independently; Fig. 1-) a vertical section of Lhecstraight air brake valve taken on the line 2-2 of Fig. 14; Fig. 1-1 a plan view of the rotary valve seat: Fig. 13 a face view of the rotary valve; Figs. 16, l7, l8 and l!) diagrams showing the relative positions of the ports in the rotary valve and seat of the straight air brake valve in the running.service. lap and release positions respectively; and Fig. 20 a vertical sectional view showing a modified form of the emergency valve device.

According to the main i-catnre of this invention air is supplied firm the main reservoir or other source to the 1 icomotive brake c linders through what may be termed a distributing valve device. Hie operation of which is controlled by the usual movements of the engineers brake aive in operating: the automatic train brakes. 'Ihis distributing valve device may be of any desired construction, to which the desired pressure is supplied by the movement of the enginecns brake valve and which then operates automatically to open communication from the main reservoir to the brake cylinder and to supply the desired pressure thereto. According to a preferred construction this distributing valve device comprises a main valve for controlling communication from the main reservoir to the brake cylinder, and a regulating device or valve for governing the action of the main valve the pressure on said regulating device being controlled by the movement of the engineers brake valve in applying and releasing the automatic train brakes. Any desired mechanism operated by the movement of the engineers brake valve may be employed for controlling the pressure upon said distributing valve device, or upon the regulating part of said device, but according to the preferred arrangement. and this comprises another important fcaturc of my invention. air under pressure whi h dischargcd in order to produce a train pipe reduction in service applications is jupplico s: distributing valve device for operating the same. This air under pressure may be taken from any t rain pipe dischargeport or, where the engincefs brake valve is provided with an equalizing reservoir and piston. as in the standard Westinghouse system, the air may be taken from the preliminary discharge from the equalizing reservoir, th'e'size of ports and chambers being so proportioned as to give the desired pressure upon the distributing "alve device and consequently in the locomotive brake cylinders corresponding to the givcn reduction in train pipe pressure.

ltet'crrine to the construction sh-nvn in Sheets 1. if and 3 of the drawings, 'lae main reservoir 1 is connected by means of pipe J.

with the engineers brake valve 8 and also nmmmw with the distributing valve 8, and in the pipe .2 is located a'tced valve i. whereby the pres sure Sll])})llttl from the main reservoir to the engineers brake valve is reduced to lbs. per square inch, or whatever degree of normal train pipe pressure it is desired to carry. Air at this pressure is introduced through passage :31 to the chamber 21 above the rotary valve 20. which is provided with through ports 22. 2b and 19, and cavities 38, it) and 41.

The main valve seat is provided with ports as follows :.25 leading around to port 30. which is directly connected to the train pipe 7, 32 exhaust port leading to the atmosphere, 26 leading to the usual chamber 31 above the piston ot' the train pipe discharge valve. which chamber is connected by pipe 4 with the equalizing reservoir 5, as n the ordinary standard constriu-tion. ports 33 and 34 leading" to exhaust portlil. port 3T leading to a 11 *cnnected to the regulating part 9 the equalizing valve me hanism, and port 29 leading to pipe 12 which is connected to the chamber 44 ot' the distributing valve. lorts E25) and 2b are provided with circumt'ercntial grooves 35 and 3t; respectively located in the face of the valve seat and a short radial groove 37 connnunr catcs with the port 27.

As shown. more particularly in Fig. l. the distributing valve 5 comprises a casing having a valve chamber 42 containing a valve 48 and stem 47 operated by the diit'cn ential pistons 45 and 4b. Springs 523 and 55, with their respective stems 5-1 and 56 are cmployed for normally moving the valve 48 to its lap position when the piston head 45 and 46 are balanced as to tluid pressure.

The port 50 is connected by pipes 1;; to the brake cylind rs it ot the engine or of the enginc and tender. and the avity in in slide valve l8 is adapted to open communication t'rcm the brake cylinders to the exhaust port 31 when in the p sition shown.

For the purposes of illustration the regu lating device 9 is shown separate t'rcm the main valve casing 5a and conncctcd to chann her 42 in th rear ol' piston to by means of pipe 18). The diaphragm 53? is subje t to the opposing pressures of the lil'tlltl. cylinder chamber [i7 which is connectcd by pipc (vi with the liltlltC cylinder pipe lit, and th regulating chamber :78, which Lt)llitllll!licates with pipe 11. A small vent, valve (it) having a spring 61 is operated by the diaphragm for controlling the release of air und 1' I)I'( Slll't from the chamber 4 For the purpose of giving the desired volume to the regulating chamber a small reservoir 10 may be connected thereto.

The operation of my improved apparatus as thus tar described is as followsL Ihe main reservoir being charged by the air pump in the usual way, air under pressure triiilitt tittlt that m iilitii'iii'til distributing may iltl't, he stziti ti that thi si thiht gm Cit in and releasing the triple valves throughout the train. The etpializing reservoir is recharged through ports 23 and i6, before deseribed, while the air. from the regulating ehanther is released to the atmosphere through ports 27. 4-0 and 34 and the chamber 4t in the rear of pisto 45 i also open to the atntesphere through pipe 12, ports 29, 35, 41 and 33. The pressure in chamber 42 therefore instantly moves the piston 45 over against its gasket and the cavity 49 in valve 48 establishes ronununication from the brake cylinder pipe 13 and port 50 to exhaust port 51. thereby releasing the air from the locomotive brake cylinders to the atmosphere. in this manner, the release of all the brakes will be substantially simultaneous. If it be desired to release the train brakes only and hold the engine brakes ap plied while the train pipe and auxiliary reservoirs are being reeharged, the brake valve may be turned back from lap to a position marked train brake release. Fig. 11, in which the ports 22 and are open for supplying air i'lllQtl to the train pipe for releasing; the triple valves and recharging the auxiliary reservoirs. but the ports eontrolling eoinniunieation front the regulating! chamber 58 and the release ('haniber ll of the equalizing valve deviee are still held closed. so that the pressure is retained in these ehaulbers and the valve 48 with its: pistons consequently remains in lap position. preventing the release of air from the engine brake evlinders. ln this \vav the enginel brakes may be held applied while the train brakes are released and recharged, and may l then be released at any time desired by IIIUV l inn the brake valve to full release and runnine positioinas, above deserihed. ltvvill also be apparent that the engine brake t \'lilnlel' 1' pressure may be ltltlttl down a" desired by moving: the engineens brake valve to full rel lease position and then bail; to tap or train lu'alie release position. whereby air is to leased from ehamber 4i and then supplied again thereto, enlisting a movement of valve 3 to ili i'harg 'e a portion at th air trout tin brane cylinders and then to elo e the ex.- haust by aetion ol' spring Bit.

When it is de ired to n lie a ipiielt' stop. a in ease ot ti!iti';ltil(' the lilitlt't valve is thrown to thi position, indirated in Fig. ltl. in \ihieh the train pipe is open tlireet to the 5 :rtinospliere through the large eavity 3S and exhaust port 2 7.8. thereby prodneing a sudden reduction in train pipe pressure and eausinn the eInerg'ein'y or tpiielt-aetion ot' the triple valves throughout the train in the usual way. int l'tl(l'lll Ht'il t. a rapid equal ization of the 'lil'tthlll't tron] the equalizing re ervoir 3 into the regulating ehaniher tor set-tiring a tin: t appliiyation of the engine, brakes in tliitl',;1etit appliealions, a valve;

lit ice 15 is provided comprising a piston -3 1 and valve 64 normally closing a port 65 connected by pipe 17 With the regulating reservoir, the valve chamber 62 being connected with the equalizing reservoir through pipe 18, and the train pipe communicating throiigh pipe 18 with the opposite side of piston 63. The spring, (St; normally holds the valve in position shown with port 5 closed and the piston has no tendency to move back in service applications of the brakes as the train pipe pressure upon. one side is never materially less than that of the equalizing reservoir on the other side. In emergency applications, however, the sudden reduction in train pipe pressure below that of the equalizing reservoir causes the piston (33 to move the valve 6-1 to open port (35, whereby the pressure from the equalizing reServoir may instantly equalize into the regulating chamber and produce a quick ap plieation of the engine brakes to their maximum de nfee. 'hen the brake valve is set in euiergeney position, the port 39 eonnuunirates with groove 35, port 2.) and pipe 12. so that the piston 45 is balaneed as to fluid pressure and the valve 48 is operated ac cording! to the pressure in the regulating ehanibrr. It the emergency application is eaused by a burst hose, or a parting of the train pipe, the valve derive 15 operates as above deseribed to open cointnunication from the equalizing reservoir into the regulatin; chamber, and as the engineefls brake valve is immediately thrown to lap position, the pressure upon piston head 45 is balanced and the e\'haust outlet port from the regulating rhaniber is closed so that the distributing valve deviee operates to supply air to the loeoiuotive brake cylinders at the mute time. that the automatic train brakes are applied in emergency, as previously de- Si'ribed. I

in Figs. 1:. to 19 I have shown aeoinbined automatic and straight air hrake'equipment, eonipiin in addition to the apparatus as above ili'serihed a sot-tilled -,=traight air bralze valve and eonneetions tor controlling and operating the loi-oinotive brakes independently of the automatic train brakes. ,u-eordinu to the arraiurentent sliotvn'in the diagram Fig, 12, the straight air blalie valve To i lli tl'l(tl in the eontrol pipes 11 and 3?} et ire-0n the distributing valve and the engineer's brake \alve. and for eonvenienee of deseription the seetion of the pipes from the straight air bralie valve to the engineers hralqe valve inav be designz-ited ii and 19,. t-t--'peeti\el v. The valve seat of the straight air lit'tll-lt valve eontains ports Tl, T9, 73 and Tl rennet-ted respeetive y with the pipes 11., it. lit and 152'. and the eentrally located exhanzt port at ltttlS to the atmosphere. On the valve seat mounted the rotary valve To having through ports 82, 3) and 8-t,-eavi ties T8 and 7H, and exhaust cavity 80. The

va vo rhan'il'wr 77 i suppliod with air from th' main irst-rvoii' through pipe 52 and the fiqtiitffillil' v'i'tli't THU) l'lC ll'lswhwii in ho mntrol pipe l1 for limiting" tho dogma: f prcssuro \vliirh may ho adinittml tion; tho straight air brake valve to tho rognlating rhaoibor to the desired XllflXiinun'i dtgrrr of brake ryiindor pressure. Th0 remainder ot the apparatus beingihe same as before (ltStllllttl. the operation of tho ronibinod oquiptnont is as tollovvsw- With tho traighti air brain valve in its normal running; position. as indicated in Figs. E and to, ports it and T2 are ('onnortml by writ}; it and ports Ti) and Ti arr (A'Yl'lllthittl b avity in. so that the sections of the controt p pts lt l'l and 12 l! respectively are ronnrrtod and the automatic train and w ino bralws may thon be oporatvd by the ongii'icor s lit-alto valve 3 in the same manner as previously desoribrd. \Vlirn the enginoors brake valvo is in running position with l'it' tli't-S released the ou line brakes may ho oporatml iialopondontly by nirans of tho nht a r bralt valvo which may ho t ltlt l to sorvioo position. as shown in Fig. l7. for applying thtaongino bralIt-s atone. Air from the main rrst-rvoir pipe and charm be! 77 thou flows through ports St and it and pipe l1 to the ri gnlating n :orvoir it) charging thr ame to tilt dosirod dogror of brake r'ylinder pressure, whilo air also admittod to chamber it of the distributing valve through ports 2, 73 and pipe 12, whereupon the distributing valve device 0p- (rates to charge the engine brake cylinders with air from the main reservoir, botorc described. Vhen the braking prossure is suttiriont the straight air brake valio ttttllt'tl to lap position, Fig. 18, in which port 71 (-losrd, while comniunirationis open through ports 83 antl-73 with pipe: 12 and rhaniber 44 of the distributing valve. The gine braking prr ssure may than be graded down or released entirely by roturning tho traight air l alto valve to running position. in which both the reggmlating resorvoir l0 and the rhanibt'r 44 Willbo open to the atinosphoro through the ports in the onginoor llt'tlliO valve and the distributing valve will be artuatod as before described to release the air from the brake cylinders to the atmosphere. \Vhen the automatic train brakes and engine brakes have been applied'with throngineors brake valvo and said valve is in lap position, Fig. 9, the engine brakes may be released with the straight air brake valve by turning the same to release position. see Fig. 19, in which the exhaust can ity 80 connects both ports 71 and 73 and corresponding pipes ll and 12 with the atmosphere tlu-oiuzjh oxhaust port 81, thereby causing the distributing valve to reloase the engine bralrrs but not atiortius: the automatic train brain-g which remain applied. The

engine brakes may be controlled with tho straightv air brake valve. and it itis dvsired to apply the brakes on the ongino and thou reloase the auton'nttio train brakes, this may bo done by turning thr straight air brain.- valvo to srrvire and lap positions and then rvturning tho ong invor's brake valvo to run ning and rclrast position. The automatic train brakes may tht-n be appliod in sorvirii \vhilo tho Pngino lH'tllhS are still hold applied with tho stmight air hralto valvo sinro. whon said valve is in either sorviro or lap position. the preliminary disvhargo from tho wpializing rrsorvoir and pipo 11 of the an g'inrrrs brake valvo lattes plaro through port 792, oxhaust rarity St) and port 5% to the atmosphere.

\Vith the form of oniorg ency valve doviro l5. as hrrototorv dosrribod. it is normssarfc tor the nngrinm-i to mow the engineers bralto valve to lap position in order to Settll! an automatic a plication of the brakes upon tho angina in (:lS't of an oinorfrenoy applit'ati n rau'sotl by a broah-in-two or burst train pipu and with tho ronibinod (quipniont illustrated in Fig. 12 it would also be norms rv to more the straight air brake valvo from ita rohaso position, Fig. lit, in order to swore an automatic oniorgeney ap pliration of tho r-ng'ino braltas. Ordinarily, a sprint: or ntlioi moans would be employed for normally i'rtnruing tho straight air bralto valve from its rrloaso position. Fig. lit. to its running: position, Fig. 'lt but in ordor to provide for all rontingronoios and insure the fltltfimtltlt appliration of tho ongino brake-s in tuna-rg'ourirs regardless of tho positions ol thr. brake valves, I have provivlod a inoditiod torn: of tho emergency valvt: doviro. shoun in big. it)" in whit-h the passagvs oi piprs .It and 12 an tntSSPil through tho vulva thr two par-ti ot' pipr ll boiu romwt-twl by (*avitv it and tho puts o't pipr if hv ar ty 12 in tho slide valvo tit \vhon thu $ll.'t in it-- normal position. uhoro it romains at call thin ext-opt in (mirt groovy application. When an PHIH'QPIK'Y an pliration niatlo, wither by acri lont or by tho ongim-rrs hralto valv the piston 63 movos the valvo h t" to cut oil mmnumioation from tho bralto valvts through tho control pipes It and 1-2 and oprus connnuniration from tho oqualizing reservoir and pipe 16 to pipe 11 lttltllllfl to the regulating reservoir 10. whorl-by tho prw suro is equalized betn'ron said rostrvoirs. As the diaphragm alve (10 of the distributing valve devioo is then Wide open. the air is released from the chamber til in the roar of piston 46. and as this piston is of fZI'ttlitl area than piston -15. the. ditler'ontial pressure moves the Valvo over to opon the port 50 and rharfafo tho ongine brake cylintlrrs. A soon as the piston 45 is: moved away from its aslttt the main reservoir pressure (-qnalizvs around said pits" ton into chamber 44, since pipe 12 is closed at the emergency valve 15, or if preferred an additional port 86 communicating with sup ply pipe 2 may be provided in the emer- 5 gcncy valve device. the said port being normally closed by the slide valve 6%, but adapted, when the valve. moves to emergency position, to communicate through cavity 12" with the pipe 12 lea ding to chamber 44, thereby balancing piston 45 as to fluid pres sure. In this case the pistons 45 and 16 may be of equal areas, as no differential pressure will be required to move the same. hen the pressure in the train pipe is restored in after an emergency application, the iston it moves the valve 64 back to norma position and communication is reestablished from the distributing valve device through the control pipes 11 and 12 to the brake valve. From the foregoing description, it will now be apparent that by means of my improvement the usual auxiliary reservoirs and triple alves on the engine, or on engine and tender, may be dispensed with and these brakes operated with air from the main res ervoir and controlled-by the usual movements of the engineers brake valve in operating the automatic train brakes or by the a ipulation of the engineers brake valve nd the straight air brake valve each indet'rndently of the other.

It will be understood that the straight air a independent brake feature of my invenaion may be employed separately Without the automatic brakes and that the same is not confined to use on a locomotive or head car, as in some cases it may be desired to employ the regulating valve device on cars (if a train so that the brakes may be operat d by varying the pressure in a pipe line t nnecting the regulating reservoirs on the I'laving now described my invention, what 1 ciaim as new and desire to secure. by Lot to. Patent is In a fluid pressure brake, the combinait a with a main reservoir, engineers brake v e, and train pipe, of a valve device for ct wtrolling the supply of fluid under presst n from the source of pressure to the brake c v enter in service applications, and means op rated by the movement of the brake va ve in applying brakes to supply fluid to sa d valve device.

In a fluid pressure brake, the combination with a main reservoir, engineers brake vaitc, and train pipe, of a valve device for cot rolling the supply of air from the main 1( ivoir to the brake cylinder, and means for up iilying fluid, discharged in making reduclns for applying the brakes, to said valv device. p

In a fluid pressure brake, the combination with a main re ervoir, enginccrs brake (,5 valve, and train pipe. of a valve device for ctmtrolling the supply of air from the main reservoir to the brake cylinder, and means operated by the movement: of the engineer s brake valve for supplying to said valve dc vice air discharged in making reductions for applying the train brakes.

t. In a tluid pressure brake, the combina tion with a main reservoir, ongineers brake valve, and train pipe. of a valve device for supplying fluid under pressure from the source of pressure to the brake cylinder and controlled by fluid discharged from the system in making a reduction for applying the train brakes.

5. In a fluid pressure brake, t 'oinbination with a main reservoir, and eight brake valve having an equalizing iewi?! of a valve device operated by tht: in from the equalizing reservoir for s r; air to the brake cylinder.

G. In a fluid pressure brake, the combine tion with a main reservoir, et'tg'inecr s brake valve, train pipe, and brake cylinder, of a valve device for controlling the supply of air to a brake cylinder, and means governed by air from the preliminary discharge from the brake valve. for operating said valve device.

7. In a fluid pressure b. the, the combination with a main reservn t. engineers brake alve, train pipe, and lit e cylinder, of a valve device, for controlling the, supply of air to a brake cylinder, and having a regulating chamber, and a connection from the preliminary discharge port. of the engineers brake valve to said regulating chamber.

8. In a tluid pressure brake, the combination with a main reservoir, and train pipe, of a valve device operated by an increa e in fluid pressure for supplying air fro, be main reset air to the brake cylinder, thuit an enginecrs brake valve having a train pipe connection and other ports "for controlling the supply of air to said valve device for operating the same.

9. In a fluid pressure brake, the combination with a main reservoir, and train pipe, a reduction in pressure in which operates to apply the brakes, of a valve device for controlling the, supply of air to a brake cylinder, m1 having a regulating chamber, and an engmeers brake valve having means for varying the train pipe pressure and for supplying air to said regulating chamber to apply the brakes.

10. In atluid pressure brake, the combina tion with a main reservoir, engineers brake valve, and' train pipe, of a valve for controlling the'snpply of air to the brake cylinder, a piston for operating said valve, a reg- 125 ulating device for eontrdiiing the pressure upon one side of said piston, and ports controlled by the brake valve for supplying air to said regulating device to apply the brakes. t

il. in a fluid pressure hralt'e. the t-oinliinrvl hralte valvo having ports, tor roniroiiinfl iii? 1 operation oi" vand valvo devirn and adantei tion with a main rt.ervoiix ngineers lit'tihfi \al\e, and train pipe. of a valwv tor eon trolling; the supply ot' air to tilt liraltre vlindrr. a piston for orwrating said alwa vent valve operated hv the Uppt'w'ltig pre 1 :urrs ot' the brake fllllltl 'r and a r inlat ng tfiltllttlltl for t'Uiltl'HllillQf the rele: from one ride of aid piston to applv the hraltes, and ports rontrolled hv the brake valve for supplying air to htlltl rrgulating tlltll'lllit'l.

12. In a fluid premnre Make. the (:i-ltliiilltltion with a main rmervotr. engineefs liralte a valve, t"ain pipe and liralt'e ('Xlllttlel'. f a valve t ni. rrleasing air from the lu'al-ze ovlinder in selvit'e applia-ationa. a piston slllh jeet to fluid pressure from the main reservoir for operating" said vain. and ports von trtllrd l7v' the liltllvt Yalw t'or varying the prwenre up n one side ol mid piston.

17). in a tiuid prrl 'ure lilztltt the rtanhina" tion with a main rt fltl' ltfl enginerrs liraite v; l\r. train pipe and hrahe ovlinder. of a \alv-s devite for rontrolling thareleamof air from he hralw evlinder in ser\ 1". applr rations said 'nralte valve having ptirta for supplying air to the train pipe and other porn for releaxing air from said valve dr- \iee to eti et't the release oi the liltth'tH.

ll la a lluid prewaire hralte. the Utilltlliltll" tion with a main ltiOV-Hilg enQint-trs hraltvvalve. train pipe and lllitl-lt evlindvr. f a

\alve ltiltltiilllhlll for t-ontrolling the Hlllipiv 1 of air from the main reservoir to the hralte ovlinder and its release therefrom in s! rvit-e apptieations, saidlil'itht valve ha ring a train pipe onnw-tion and other orh't'or upplv ing' air to said valve met'lmlii-in for eontrol ling" itv op ration.

R5. in a tluid presaure hralte, the combination with a main rowrvoir. engineer s hrake vaivm train pipe. and liralv'e evIinder. ot' a valve for t'tiillt'tiilltlif the supply of air from the main re-ervnir to the ll'l'ilivt vvlinder and its release then-front pistol; for perating mid valvm and HHHHM eontr olled ii) the ltl' lht valve for varying the pro nre upon both of the pistons.

H1. A fiuid pressuro, hralze apparatus.min prirsing a main reservoir. train pipe. engineer's hralte valve, and hrake vlinder in combination with a valve For eontrollirn;- the release of air fr m the hrake t-ylinder in servit-e applications. a piston connertt'd to said valve and subjected on one side to a t-onstant fluid pressure, and means ope 'ated by the engineers brake valve for supplying air to and releasing the same from the op posite side of said piston.

17. In a fluid pressure brake, the combination with a main reservoir, train pipe, en-

gineer-s brake valve, and brake t-ylinder, of

v a distrihutin valve deviee for contrt'illing der and it exhaust therefrom, th rng'inerr 'ei inner? brake valve. train pipe. and hralte viinder.

ot a distributing valve tl(\ltt' for mntrol ling the supply ot air to the brake rvlindeix inean operatr l hv the mirror/M liraln valve for supplying air to HIhl viz-e. and a valve 'iIHtlldltlHH operating enwrge-nov !Efl li("(tlit lif r automat' mpplving air to said diatrilmting valvt- .leviee for perating the MUN).

I). in a fluid iil l wlll't brake. the rmnhi nation with a main reaervoir. rn rin t'fia lu'alte valve train pipe. and iflfiiv't viit'idrtx of a (ilSiilliltiilLil vaive derive for t ling the aupplv f air to the lu'alwv at and having :1 regulating ehanzher. unwm operated hy the ensrinretk hruho vaivr- 'ior upplving air to said haniher. and an automatic valve derive perated hy a 9'iltiti01i reduttion in train pipe presaure for Rupvalvi: de-

plying air to said rrguiatingr eliaml'ier.

Lt v In a {laid Pl'fP-Wlll't lu'altew the fllti lh nation with a main re ervoiix enginoer"; hrahe valve. train pipe. and hraltr ovlindr-ix ot' a distributing valve devive tor twi'df'til ting the upplv of air to the Malia avliiuler and having a regulating ehanah r. a IOHDU tion from the prrliniinarv din-harg'e of the equalizing reservoir of the engineer's h 'ako valve to aid regulating rhaiulieix and an aut'omatie valve titVitt operated h; a unti den reduetion in train pipe prr snre in eniergg'enev applieatiom: t'or og'ieiing con inunit-ation from the brake valve resarrvoir to said regulating rhalnher.

21. in a fluid presiaure l r-ilte. the emnhi nation with a main i t \'oii'. train pipe, hralu e vlindvr. and a didrihnting valve do viee for t'ontrolling l'w aupplv oi air to the hrake e vlinder and having! a regulating hainher. of an enginet-FH liralte valve haw ing a rwiervoir and ports for difieharging air from said reservoir to the regulating t'llttlllbtl'. and an auton'iatit' valve deviee operated by a sudden rerhwtion in train pipe presaure for opening eonununieation from the hraike valve reaervoir to the regulating ehamher, and for t-ntting otl eonimnnieatioii from the regulating rharnher to the, engineers brake alve.

'22. in a fluid pressure brake. the eonihinatiop with a main reservoir. hrake valve. train pipe, and brake evlinder. ot' a dis-- tribnting valve, dr-viee for eontrolling the supply of air to the brake t'vlindor. ports in the brake valve for eontrolling the action of the t listrilmting valvm anantnmatir valve devire'operated by a sudden rrdnetion in train pipe pressure for supplying air to the distributing valve and cutting off coiniunnication from the same to the brake valve.

23. In a fluid pressure brake, the combination with a. train pipe, a brake cylinder, and a brake valve for etl'ccting a reduction in train pipe pressure to apply brakes, of a valve device ope 'ated by the air discharged from the brake valve for controlling the supply of air to the brake cylinder.

Fit. in a tiuid pressure brake, the combination with a brake cylinder, a train pipe. a valve device having a local regulating chamber an increase in pressure in which operates to supply air to the brake cylinder, an automatic valve device operated by a reduction in train pipe pressure for supply ing air to said regulating chamber, of a brake valve for reducing the train pipe pressure and for supplying fluid directly to said regulating chamber.

in a fluid pressure brake, the combination with a brake cylinder. a train pipe, a.

\alvc device having a lo ail regulating; chainbcr an increase in pressure in which operates to supply air to the brake cylinder, an automatic valve device operated by a rc- (hit-li in train pipe pressure for supplytug air to si. ti regulating hamber, of a brake valve having ports i'ur supplying and releasing air to and from said regulating chamber and for cll'ecting a reduction in train pipe pressure.

26. in a fluid pressure brake, the con1bination with a brake cylinder, and a valve device having a regulating chamber, and governed by the opposing pressures of the regulating chamber and brake cylinder for controlling the supply of air to and gradnating the prez are in the brake cylinder in atrrordanoo with the degree of pressure in the regulating chamber. of a bralte valve having ports for supplying air to said regu lating chamber.

27. in a tluiil pressure brake. the combination with a brukc cylinder. a train pipe, a valve device having a local regulating chamllt'! an increase in pressure, in which opcrutes to supply air to the l'uake cvlin-lcr, an autonmtic valve device operated by a reduction in train pipe pressure for supplying air to said re ntlatiiu chamber. of means operating upon a reduction in train pipe pressure for supplying air to said regulating chamber and a brake vaivc for effecting a. reduction in train pipe pressure and for ilso HiiPplYlllQ air directly to said regulatinn chamber to apply the brakes.

28. In a fluid pressure brake, the combi- .atiou with a brake r vlindor, a regulating vhuniboi. and a valve device perated bv tbi opposing pres ures of the rugulatiin: chumbcr and the brake cylinder for controlling the supply of air to the brake cylinder in brake alve having ports for supplying air to sand regulating chamber.

30. A combil'ied automatic and straight air brake apparatus, comprising a main reservoir, train pipe, a distributing valve device for supplying: air to the engine brake cvlinder. an cnginecrs brake valve for opcrating the train brakes and having means for controlling the action of the distributing valve, and an independent brake valve for supplying air to the distributing valve to ctl'crt, an application of the brakes.

31. A combined automatic and straight air brake apparatus, comprising a. main rescrvcir, train pipe, :1 distributing valve device for supplying air to the engine brake cyl indcr. an engineers brake valve for operat in; the train brakes and having ports and pipe connections for rmitrolling the action of the distributing valve, and a straight air in uke valve inserted in said controlling pipe (wiuections between the cnginecfs brake valve and the distributing valve.

5&2. A combined automatic and straight air brake apparatus, comprising a main reservoir, train pipe, a distributing valve device for supplying air to the engine brake cylinder and for releasing the same, an enginctr s brake valve for operating the train brakes and having ports for supplying air to the distributing valve, and a straight air brake valve also having ports for supplying air to the distributing valve for controlling the action ot the same 33. combined automatic and straight air brake apparatus, compi sing a. main reservoir, train pipe. :1. distributing valve devi e for supplying air to the engine brake c \iindcr and having a regulating chamber, an cngineer s brake valve for operating the train brakes and having ports for controlling; the pressure in said regulating chanr bur. and a straight air brake valve also havin; port for supplying air to said regulatin; chamb r.

I combiruul automatic and straight air brake apparatus, omprising a main ru or\'oir. train pipe. a. distributing valve tlt\ ice for supplying air to the engine brake yl ndi i. an onginccus brake valve for operating the train brakes and having ports and pipe connections for controlling the am lion ol the distributing valve device. and a traight a r brake valve inserted in said pipe conn tions and having ports for corn trolling' the same independently of tho en ginecrs brake valve.

A combined automatic and straight air brake apparatus, comprising amain reservoir, train pipe, a distributing valve device for supplying air to the engine brake cylinder and having a regulating chamber, an engineers brake valve for operating the train brakes and having a portcontrolling a passage leading from the equalizing reservoir to said regulating chamber,- and a straight air brake valve having ports .for

supplying air to said regulating chamber and for opening the discharge from the equalizing reservoir to the atmosphere.

36. A combined automatic and straight air brakeapparatus, comprising a main reservoir, train pipe, a distributing valve device for supplying air to the engine brake cylinder, and having a regulating chamber, an eiigineers b eke valve for operating the train brakes and having a preliminary discharge portfor supplying air to said regulating Cllalllbtl', and a straight] air'.brake valve having ports operatingindependently of the engineers brake valve foreontrolling the passage from the engineers brake valve to said regulating chamber, for supplying. air to and releasingtlie same from the rega lating chamber, and for opening the passage from the pitlliilllitlty discharge port of the engineers brake valve to the atinos 'ihere.

37. A -iltlitl 1)l't$$ttlt brake apparatus, comprising a main I'USQI'YUH', train pipe, en-

g iieefs brake valve for controlling the having a regulating chamber, ports in said engineers brake valve for connecting the preliniinar discharge from the equalizing reservoir with the said regulating clian'ibei' a straight air brake valve having ports for controlling the supply of air to and the release of the same from said regulating chamher, and an automatic valve device operated by a sudden reduction in train pipe pressure in emcrgci'iey applications for cutting off connection from the straight air brake valve to the distributing valve device.

In testimony whereof I have hereunto set my hand.

\V ALTER V. TURN-l) l. \Vitnesses 2 R. F. Eii ciiv, JAMES B. MACDONALD. 

